Rail fasteners



Nov. 4, 1969 RAIL FASTENERS 4 Sheets-Sheet l File-d lst.

Nov. 4, 1969 H.GAssN ER vRMLL FASTENERS 4 Sheets-Sheet 2 Filed OCT.. 30,1967 vo., m Ww ma.

H. GASSN ER Nov. 4, 1969 RAIL FASTENERS 4 Sheets-Sheet E CCT.. 33. 1967.mw .www

H. GASSNER Nov..` .4, 1969 RAIL FASTENERS 4 Sheets-Sheet Filed Oct. 30,196'.'

United States Patent O 3,476,317 RAIL FASTENERS Harold Gassner, 502Martin Bldg., Pittsburgh, Pa. 15212 Filed Oct. 30, 1967, Ser. No.679,106 Int. Cl. E01b 3/48, 9/32 U.S. Cl. 23S-290 12 Claims ABSTRACT FTHE DISCLOSURE A bipartite rail fastener is disclosed, wherein each ofthe fastener components is provided with a rail engaging tab or lug.When the components are properly positioned, the tabs are apposed sothat the tabs are moved toward one another to clamp properly the railtherebetween when the fastener components are displaced along theirlongitudinal dimensions. Various forms of retaining plates or membersare provided for common securance or integral fabrication thereof withthe fastener components, as desired, to prevent displacement of thefastener components and their tabs while in use. The fasteners provideresilient rail mounting, rail isolation, and sound and other energyabsorption. The rail fasteners are provided with means for bothlaterally and vertically adjusting the rails secured thereby to correctgauge irregularities and to provide undistorted rail surfaces. Quietvehicle operation can thus be attained despite the engagement of steelwheels with steel rails.

The present invention relates to improved rail fasteners and moreparticularly to rail fasteners which can be employed on grade,underground and aerial road beds.

In the construction of modern railroad beds, particularly for high-speedrailway vehicles, it is essential that the fasteners for the railsexhibit superior sound, vibration, electrical, and securancecharacteristics. It is also essential that the fasteners be ofrelatively simple construction and fabricated for installation by aminimum of labor and with simple hand tools. Desirably, the railfasteners are readily adaptable for mounting on any type of road bed orrail ties without substantial modication. In particular, there is anincreasing demand for rail fasteners of the character described whichcan be readily installed upon concrete road beds or on other road bedsemploying concrete ties. Railways road beds of this character areincreasingly utilized in connection with subway or aerial transitsystems.

With the increasing electrification of rail transit systems and the useof computerized railway Vehicles, it is essential that the rails and/orrail fasteners be properly and electrically isolated from the concreteties or road bed or other structures which may be at ground potential.It is also essential that the rail fasteners or their engagement witheither the rails or the ties or both be sufficiently resilient to permitmaximum absorption of sound and vibration, while maintaining therequired securance characteristic. To provide the necessarily smoothroad bed, in the case of high-speed railway vehicles and the use ofwelded or continuous rails, the rail fasteners must be capable of bothvertical and horizontal adjustment to permit lateral and verticalalignment of the rails relative to one another and to the road bed. Byattaining a uniform railway gauge and proper rail alignment a movingrailway vehicle is subjected to a minimum of vibration and sway. Inaddition to these specialized functions the railway fasteners must ofcourse anchor the rails against unwanted longitudinal and lateralmovements.

It is well known that undistorted rail surfaces and properly secured andaligned rails can be productive of quiet vehicle operation although therails are engaged by steel wheels. This can be accomplished through theuse of rail 3,476,317 Patented Nov. 4, 1969 fasteners capable of properalignment and of maximum vibrational absorption. The rail fasteners mustalso be capable of securing the rail with minimal tolerances, both inthe initial installation and in subsequent longitudinal and lateraldisplacements of the rails when in use.

It is desirable to provide rail fasteners of the character described andof simplified construction which can be installed preferably by one ortwo workmen and with the use of simple hand tools. In the case ofconcrete installations, the rail fasteners preferably are arranged forsecurance to the road bed or to concrete ties by means of anchor boltsper-cast therein.

Among the many rail fasteners which have been used or proposedpreviously, none has been able to meet all of the aforementionedrequirements insofar as I am aware. In particular, none of the priorrail fasteners is capable of affording electrical isolation, sound andenergy absorption, horizontal and vertical alignment, and longitudinaland lateral securance with a minimum of tolerances. There are many priorfasteners that perform some of these essential functions and thereforeare unquestionably useful for securing rails to conventional or gradetype roadbeds. However, such fasteners are unsuitable for concretebearing surfaces and particularly aerial or elevated road beds where theconcrete is both pre-stressed and post-tensioned. Under these conditionsthe rails must necessarily be secured to the road bed with minimumtolerances and be capable 0f vertical and horizontal adjustment foralignment purposes through their fasteners.

As an example, prior rail fasteners which provide either electricalisolation or resilient mounting are typified by the patents to Gorrell1,104,660, Protzeller 2,656,116, Austin et al. 2,162,599", Moses3,295,760, Funston 1,972,- 825, Reddick 2,337,497 and Roberts 1,602,458.These fasteners do not provide vertical or horizontal adjustability,minimal tolerances in rail location, and minimal longitudinal andlateral rail movements when in use. Moreover, considerable labor orspecialized tools are required to install such fasteners. The fastenersare complicated in construction and therefore are diicult tomanufacture.

Many known rail fasteners have the additional disadvantage of passinganchor bolts or the like through resilient pads or other insulatingmembers used with the fastener. In addition, certain of theselast-mentioned fasteners and other fasteners extend the anchor boltsthrough spring members orv tabs or other means for engaging the rail.Either of these arrangements serve to weaken those functions of thefastener components thus effected.

I overcome these disadvantages of the prior art by providing a two-partrail fastener which in its several modifications is capable of positivebut resilient engagement with the rail flange. My fastener is simple inconstruction and easily adjusted. For electrical isolation, a resilientpad or cushion member can be inserted Ibetween the `:rail and fastenerat the aforementioned positive or resilient engagement. For morepositive electrical isolation; similar resilient material can be locatedbetween the bottom of the rail fastener and the tie or road bed to whichthe rails are secured. The cushion members provid; sound and energyabsorption in addition to electrically isolating the rails from lboththe fasteners and from the road bed. The anchor bolts or other meanscast in the road bed or ties, when made from concrete, also can beisolated from the fasteners where desired.

The clamping components of my novel rail fasteners can lbe adjustablymoved toward one another to predetermined positions to apply increasingand predetermined securance forces to the rails. To adjust the elevationthereof relative to the road bed, shim plates can be inserted beneaththe fasteners. Additionally, the fastener components can be adjusted asa unit laterally of the road bed for lateral adjustment of the rails orfor compensating gauge irregularities therein.

When the fastener components have thus been moved toward one another tothe desired extent, various means are provided in accordance with myinvention for securing the components against withdrawing movements andfor anchoring the fasteners components to the road bed after theaforementioned adjustments have been made. In still another arrangementof my novel railway fastener, the aforementioned securing means arearranged to back up or reinforce the rail-engaging portions of thefastener to further minimize the securance tolerances of the fastenerwithout unduly diminishing the resilient sound and vibration absorptionthereof. In particular, such reinforcing means desirably engage the bendareas of rail engaging tabs when the latter are used in certain forms ofmy invention.

When my novel rail fasteners are thus assembled there is no necessity ofpassing anchor bolts or the like through resilient pads or otherinsulating member associated with the fasteners or through the railengaging portions of the fasteners.

I accomplish these desirable results by providing a rail fastenercomprising a pair of complementary fastening members, each of saidmembers having a rail engaging securance lug, the lugs of said membersbeing apposed at a juxtaposed position of said members and said rail oneto another so as to secure said rail therebetween, said members .beingdisplaceable relative to one another so that said lugs can be movedtoward and away from one another to engage and disengage said railtherebetween, and means secura'ble to each of said members forpreventing such displacement when said rail is securingly engaged bysaid lug.

I also desirably provide a similar fastener wherein said displacementpreventing means include at least one retainer plate engaging saidmembers and extending across the adjacent end portions thereof, andcooperative securing means provided on said members and said retainerplate to prevent said displacement when said retainer plate is engagedwith said members.

I also desirably provide a similar fastener wherein said retainer plateis provided with an edge portion disposed for bearing contact with theadjacent one of said lugs to reinforce the engagement thereof with saidrail.

I also desirably provide a similar fastener wherein each of said lugs isprovided with relatively wide sweeping heel section and a terminal railengaging portion for resilient securance of said rail.

I also desirably provide a similar fastener wherein a pre-shaped pad ofelastomeric material is inserted between a pre-shaped pad of elastomericmaterial is inserted between said rail and the adjacent surfaces of saidmembers including said lugs.

During the foregoing discussion, various objects, features andadvantages of the invention has been set forth. These and other objects,features and advantages of the invention together with structuraldetails thereof will be elaborated upon during the forthcomingdescription of certain presently preferred embodiments of the inventionand presently preferred methods of practicing the same.

In the accompanying drawings I have shown certain presently preferredembodiments of the invention and have illustrated certain presentlypreferred methods of practicing the same.

FIGURE 1 is a top plan view of one arrangement of my novel rail fastenerand illustrating a broken Way segment of rail secured thereby;

FIGURE 2 is a longitudinally sectioned view of the rail fastener shownin FIGURE l and showing a crosssectional view of the rail securedthereby;

FIGURE 2A is a similar but partial view showing the use of an insulatedretainer plate;

FIGURE 3 is a partially exploded, isometric view of still anotherarrangement of my novel rail fastener;

FIGURE 4 is a partial, longitudinally sectioned view of the fastener asshown in FIGURE 3 and taken along reference line IV-IV thereof;

FIGURE 5 is a partial, longitudinally sectioned view of still anotherform of my rail fastener and illustrating the use of a combinedretaining and reinforcing plate;

FIGURE 6 is a similar view showing another form of the retaining andreinforcing plate;

FIGURE 7 is an isometric view, partially exploded, of still another formof my rail fastener having modified withdrawal preventing means;

FIGURE 8 is a partial, longitudinally sectioned view similar to that ofFIGURE 2 but illustrating a modified rail engaging portion of thefastener for the purpose of increasing the resilient engagement thereof;

FIGURE 9 is a similar view showing alternative rail engaging meanswithout the use of an intervening resilient pad or member;

FIGURE l0 is a similar view showing still another arrangement of my railfastener with protection means for the intervening resilient pad orsimilar member;

FIGURE 11 is a reduced, top plan view of one form of resilient pad whichcan be employed between certain forms of my rail fastener and theadjacent surfaces of the rail;

FIGURE l2 is a top plan view of one arrangement of hand tool or tongsuseful in installing the rail fasteners of my invention; l

FIGURE 13 is a cross sectional View of the tool shown in FIGURE 12 andtaken along reference line XIII-XIII thereof;

FIGURE 14 is an isometric view of still another form of my railfastener;

FIGURE 15 is an isometric view of still another form of my novel railfastener;

FIGURE 15A is a cross sectional View of the fastener shown in FIGURE 15and taken along reference line XVA-XVA thereof;

FIGURE 16 is a partial top plan View illustrating another form of mylateral restraining means useful in the fastener of FIGURES 15 and 15Aand in other forms of my novel rail fastener;

FIGURE 16A is a cross sectional view of the fastener of FIGURE 16;

FIGURE 17 is a partial longitudinally sectional view of still anotherform of my novel rail fastener;

FIGURE 18 is a partial top plan view of the fastener shown in FIGURE 17;and

FIGURE 19 is a top plan view of still another form of my rail fastener.

Referring now more particularly to FIGURES 1 and 2 of the drawings, theexemplary form of my invention shown therein comprises a fastenerdenoted generally by reference character 20. The fastener 20 includes inthis example a pair of substantially identical fastener components ormembers 22 and '24. Each of these components is provided with a railflange engaging tab or lug 26 as better shown in FIGURE 2. Each end ofeach component 22 or 24 can be provided with one or more holes 28 or 30whereby the components 22, 24 can be secured to suitable anchor bolts 33(FIGURE 2) or spiked to wooden ties as desired. The holes 28 or 30 canbe elongated in the longitudinal direction of the fastener components22, 24 as explained below, to permit lateral adjustment of the rail 32secured thereby.

A resilient pad 34 such as that described below in connection withFIGURE 11 is desirably inserted between the rail 32 and the fastenercomponents 22, 24 to provide electrical isolation and absorption ofsound and other vibrational energies. Pad 36 of similar material can beplaced, if desired, for similar purposes between the fastener 20 and thetie or road bed denoted generally by reference character 38. Additionalenergy absorption is afforded by the tabs 26, whose resiliency can bemodified as explained in connection with FIGURES 5, 6, 8 and 9.

When installing the rail 32 on its fasteners, such as the fastener 20l(FIGURE 1), the fastener components 22, 24 are first inserted fromeither side of the rail 32 as denoted by directional arrows 46 in orderto position their tabs or lugs 26 closely adjacent the flange 42 of therail. With the component tabs 26 thus preliminarily engaged with lthepad 34 and the rail flange 42 a suitable hand tool such as thatdescribed in connection with FIG- URES 12 and 13, or a comparativelysimple power tool, can be manipulated while engaged with the heel orbent portions 44 of the tabs 26 to forcefully move the cornponents 22,24 closer together in the direction of arrows 46 to pre-load theresilient pad 34 and the rail ange 42 to attain the desired securanceforce. While t-he tabs 26 thus are urged together the rail fastener 20is then secured to the road bed or tie 38 by suitable anchor bolts orspikes passed through the holes 28 and 30. The elevation of the rail 32relative to the road bed can be adjusted through the use of aperturedshim plates (not shown) which can be mounted on the anchor bolts 33.

In order to utilize the bipartite fastener 20l of FIG- URES l, 2 or 2Aagainst separation of the components 22, 24, transverse retainer plates48, having corresponding mounting apertures 50 are placed over thesecurance ends 52 and 54 of each fastener component 22 or 24. The plates48 then are secured in the position shown by the aforementioned anchorbolts or spikes.

As better shown in FIGURE 2A the fastener 20 can be electricallyisolated from the tie or road bed 38 through the use of unitizing orretaining plates 56 fabricated from an electrically insulatingstructural material, such as neoprene or polyurethane elastomer ofsuitable durometer and provided with integral bushings 58 insertableinto the apertures such as apertures 28 of the fastener components 22,24. In the arrangement of FIGURE 2A the insulating retainer plates 56are provided with correspondingly smaller apertures 60 extendingtherethrough and through the integral bushings 58. The bushings v58 andapertures 60 serve to position the anchor bolts such as the anchor bolt62 centrally of the fastener component apertures 28 to isolateelectrically the anchor bolts therefrom. As indicated previously boththe anchor bolts 33 passing through the apertures 28 and the retainerplates 48 or 56 prevent withdrawing movements (denoted by arrows 46 inFIGURE 1) of the fastener components 22, 24 and thereby preserve theforces exerted by the component tabs.

In FIGURES 3 and 4 of the drawings another arrangement of my novelfastener 20 is shown therein which presents a minimum requirement of twoanchor bolts, i.e., one anchor bolt for each of the fastener components22', 24. In this connection each of the fastener components is providedwith a single longitudinally elongated slot 64. A retainer plate 66preferably extends across each pair of adjacent end portions of thefastener components 22', 24', and each retainer plate is furnished witha similarly elongated slot 68 which aligns with the associated slot 64of the fastener when the retainer plate is seated as denoted by theplate 66a. Each plate is further provided with projections such as thebent end portions 70 and 72 which are closely fitted into notches 74,76. The projections and notches thus are elongated in the direction ofwithdrawing or displacing movement of the fastener. Preferably thetolerances of the fit between the end portions 70, 72 and the notches74, 76- are sufficient by close components, that any tendency of thefastener components 22', 24' to withdraw in the direction of arrows 40is positively prevented by the inability of the relatively wide retainerplate 66 to cant or to become transversely misaligned.

On the other hand, withdrawal or bending movements of the component tabs26' can be more positive prevented by locating the notches 74, 76 sothat the inward edge 78 of each retainer plate 66 abuts the heel portion44' of the adjacent tab 26'. As better shown in FIGURE 5 the inward edge78 of a modified retainer plate 66 can be provided with a reinforcinglip 80 at least along the width of the adjacent tab 26 to stitfenfurther the resilient tab 26' by limiting iiexure in the heel portion44' thereof. As better shown in FIGURE 6 of the drawings, acomplementary tab 82 or 82a secured to a modified retainer plate 66" canbe extended at least over a portion of the adjacent tab 26 to furtherstiffen its resilient engagement with the rail flange 42.

In FIGURE 7 of the drawings another form 20" of my rail fastener isillustrated with still another form of withdrawal preventing means. Inthis arrangement of the invention the apposing edges of the fastenercomponents 22', 24 are provided with mutually engageable complementaryprojections such as the serrations 84. When the tabs 26 have been driventogether to a desired am'ount as described above and the serrations 84are enmeshed so to speak, means are provided for laterally restrainingthe fasteners components to prevent separation of the engaged serrations84 so that the fastener components 22', 24' cannot be withdrawn in thedirection of arrows 40 as long as the fastener components are thusrestrained.

One arrangement for so laterally restraining the fastener components22', 24 includes a pair of retaining brackets 86 having bent ends orother suitable projections 88 for closely engaging the outward lateraledges 90 of the fastener components 22', 24 in the engaged position oftheir serrations 84 or other suitable complementary projections. Each ofthe brackets 86 is provided with one or more apertures 92 which arealignable with a similar number of elongated anchor slots 94 in theadjacent end portions of the fastener components. The elongated slots 94permit limited longitudinal adjusting movement of the fastenercomponents 22', 24 as a unit after the brackets 86 are installed butbefore the anchor bolts 96 are tightcned. As the bracket ends 88 are notfitted in slots or openings, the brackets can remain stationary at theanchor bolts, during such movement to adjust laterally the position ofrail 32. With this arrangement the component tabs 26 can be similarlyadjusted to a number of securance positions relative to the rail asdetermined by the fineness or coarseness of the serrations 84 and thelength of the component slots 94. This is made possible by the fact thatthe end portions 88 of the brackets 86 are not keyed to particularlocations at the outward edges of the fastener components 22', 24.

When the fastener components 22', 24' are thus keyed or clampedtogether, such as described above with reference to FIGURES 3 and 7 orbelow with reference to FIGURES 14 and 15, the fastener components canbe moved as a unit to position the fastener adjustably relative to theanchor bolts mounted in the road bed, to the extent permitted by thelength of the anchor bolt slots.

In FIGURE 8 of the drawings a modified form 98 of the rail engaging tabis disclosed. The modified tabs such as the tab 98 can be employed inplace of the tabs 26 or 26 in any of the preceding embodiments of theinvention. The tab 98 is provided in this example with a wide sweepingheel portion 100 to lend increased resiliency to the rail engagingsection 102 of the tab. Owing to the presence of the space 104 betweenthe tab heel portion 100 and the rail 32 the intervening resilient padwhen utilized can be provided in the form of discontinuous sections 106,108, if desired.

If desired, the rail engaging section 102 of the tab 98 can be extendedas denoted by chain outline thereof to apply restraining or securingforces directly to the web 112 or under the head 113 of the rail 32 asWell as to the flange 42 thereof. In the latter case the pad section108, if employed, is similarly extended as denoted by chain outline 114.

FIGURE 9 illustrates modifications 98 and 98" of the resilient tabuseful in applications wherein the aforementioned resilient pad 34 or34' or pad sections 106, 108 are not required for either electricalisolation or added resiliency. The heel portion 100 of the tab 98 inthis example terminates in direct bearing contact at its terminns 116against the rail ange 42. An alternative arrangement denoted by thechain outline 98 utilizes a resilient heel portion 100" of reduced crosssectional area as denoted by reference character 118. The alternativetab 98 provides maximum rail flange contact and minimum spring action,while the former tab modification 98" provides minimum contact andmaximum spring action.

In FIGURE of the drawings still another arrangement of my novel railfastener 120 is illustrated. In the fastener 120 each of the fastenercomponents such as the component 24 is provided with a protective stripmember 122 fabricated from a suitable structure material such asrelatively thin carbon steel and inserted between its rail engaging tab26 and the resilient pad 34. The protective strip 122 prevents theadjacent edge 124 of the tab 26' from gouging the resilient pad materialwhen the fastener components, including the component 24 are driventoward one another, To facilitate driving the fastener components towardone another the securance end portion such such as the end portion 52adjacent each tab 26 is provided at its Outer end with an up-turned lip126 for driving engagement with a hammer or similar hand tool.Desirably, each end of each fastener component 22', 24' is provided withan up-turned lip 126 or 127, in this example, to facilitate holding thecross pieces 129 in place.

A suitable, resilient pad member 34 useful with the aforedescribed railfasteners, is shown in plan in FIGURE 11 and is provided with tabunderlayment sections 128 which are inserted between the tabs 26 or 26of the fasteners and the rail flange. The pad 34 can be fabricated froma suitable elastomeric material such as rubber or neoprene. The pad 36(FIGURE 2) where used, can be similarly fabricated, or alternativelypolyethylene or the like material can be employed.

VReferring now to FIGURES 12 and 13 of the drawings, an exemplary handtool 130l is depicted for moving the railway fastener components 22, 24,or 22', 24 together. The tool 130` is provided with a pair of elongatedhandles 132 the length of which is determined in accordance with theleverage required at their terminal jaws 134. The handles are pivoted at135 after the manner of a pliers. In this example, each jaw 134 isprovided with a recessed area or off-Set 136 as better shown in FIGURE13 whereby each jaw engages an associated one of the aforedescribed railengaging tabs as denoted by chain outline 138 thereof. For a given shapeand size of fastener the jaws 134 can be moved only to a minimum openingas denoted by dimensional arrow 140 as determined by abutting engagementof a pair of stop members 142 secured to the handles 132. The minimaldimension 140 denotes the spread of the rail engaging tabs 26, 26 or 98at the secured position of the rail fastener relative to the rail 32. Itwill be understood, of course, that the length and position of the stops132 will be determined by the particular dimension 140 as dictated by agiven rail installation.

It will be understood also that the tool 130 is not necessary for theinstallation of my novel rail fastener as the latter can be installed byconventional hand tools such as a hammer by hammering either the heelportion 44 or 100 of the aforementioned tabs or the outer ends of thefastener components 22, 24 or 22', 24 after the rail 32 has been placedin bearing contact therewith. In this connection any of theaforedescribed fasteners can be provided with the up-turned hammeringlip 126 of FIGURE 10.

Referring now to FIGURE 14 of the drawings, another form 150= of mynovel rail fastener is shown therein. The rail fastener 150= also is ofbipartite construction and is formed from substantially identicalfastener components 152 and 154 of generally F-shaped conguration. Thus,each of the components 152, 154 includes an integral back-up end bracket156 and an integral intermediate 8 rail tab bracket 158. A rail engagingtab l is formed integrally with the bracket 158 of the associatedfastener component 152 or 154. Each of the brackets 158 is provided withan inclined edge portion 162, which is inclined away from the tafb 160`to reinforce the latter.

The brackets 156, 158 of each fastener component 152 0r 154 define acomplementary notch 164 into which the tab bracket 158 of the otherfastener component is seated after the fastener components 152, 154 havebeen advanced longitudinally as denoted by arrows 166 and then laterallyas denoted by varrows 168 to enmesh the tab brackets 158 and notches 164in the rail-securing position of the fastener 150. At the latterposition as shown in FIGURE 14, the outer end portion of each componentend bracket 156 overlies the projecting leg portion 170 of the otherfastener component 152 or 154. Each of the end brackets is provided withan upward bend 172 for this purpose.

Each of the end brackets 156 is provided with a pair of anchor slots174, 176 with the outer slot 176 overlying an alignable slot 178 in thejuxtaposed leg portion at the clamped position of the rail fastener 150vas shown in FIGURE 14. Desirably, the slots 174, 176, 178 are elongatedlongitudinally of the fastener 150 or transversely of the rail (notshown) secured between the tabs 160 to permit lateral adjustment of theraii.

In the arrangement as shown, an inside edge 180 of each of the endbrackets 156 engages heel portion 182 of the adjacent rail tab 160. Thisengagement prevents withdrawal or separation of the tabs 160 when thefastener components 152, 154 are anchored and enmeshed, and also backsup or strengthens the securance characteristic of the tabs 160. The railfastener 150 of FIGURE 14 has the additional advantage of directlyopposing the tabs 160 in the transverse direction of the rail toeliminate application of torque or twisting forces to the rail fastener150. The pair of directly opposed tabs 160` in addition are locatedcentrally of the bipartite fastener 150 so that symmetrical forces areapplied to the anchor bolts (not shown) extending through the apertures174, 176, 178.

Alternatively, the bipartite fastener 150 can be arranged for use with asingle pair of anchor bolts (not shown) by provision of only the slots174 or the slots 176, 178. Desirably, the longitudinally aligned slots174 relative to the securance tabs 160` are thus used for maximumtransverse holding characteristic relative to the rail (not shown inFIGURE 14). If desired, chain-outlined apertures 186, 188 formedrespectively in the end portions of the end brackets 156 and in the legportion 170 of the fastener components 152, 154 can be provided for amounting bolt or a pin for the purpose of securance in these areas topositively prevent lateral displacement of the fastener components 152,154. In most applications, however, the use of the aforementioned singlepair of anchor bolts and the abutment between the rail tab heel portions182 against the inner edges 180 of the end brackets 156 are sufficientto prevent canting and lateral displacement of the fastener components152, 154 or separation of their tabs 160i, when the fastener 150 isproperly anchored. In this connection, it should be pointed out that anytendency to vertical separation of the tabs 160 and the end brackets 156are prevented by the aforementioned anchor bolts and the overlapping endportions of the end brackets 156 and leg portions 170 of the fastenercomponents 152, 154.

Another symmetrical arrangement of the rail engaging tabs 160 isillustrated in FIGURES 15 and 15A of the drawings. In this arrangementthe fastener components 152', 154 are provided with additionalcomplementary projections 190l to provide added engaging edge surfaces192 as additional means for preventing withdrawing movements of the tabs160. In this example, the engaging edges 192 are inclined relative tothe long axis of the components 152', 154 to provide camming surfaceswhich aid the installation of the fastener 194. When the components152', 154 are placed side by side beneath the rail at positions close totheir rail-secured postions, the components can be moved or drivenlaterally toward one another such that the camming action of theinclined surfaces 192 causes the tabs 160" to be moved toward oneanother into the proper rail-securing position.

At the latter position the fastener components are retained againstdisengagement of their complementary projections 190v by a pair of crosspieces or brackets 196. These brackets are fitted into outward edgeprojections 198 in the manner described above in connection with FIGURES3 and 4 of the drawings. By thus retaining the inclined edges 192 of theprojections 190 in complete engagement, withdrawal of the rail engagingtabs 160' is prevented.

Displacement of the tabs by bending can be prevented by engagement ofthe inward edges 200v of the cross pieces 196 with the bend portions ofthe tabs 160. This engagement reinforces the bend portions of the tabs160" and thus increases the strength of the rail-securing tabs.

In this example each of the cross pieces 196 is provided with a singleanchor bolt aperture 202 which is elongated as shown in FIGURE toprovide longitudinal movement of the assembled fastener 194 for lateraladjustment of the rail secured thereby. If required the end portions ofthe cross pieces 196 can be pinned or otherwise secured (not shown) toone or both of the adjacent, projecting end portions 204 of the fastenercomponents 152', 154.

Also if desired, each of the vcross pieces 196 can be provided with aconvex or bowed configuration as better shown in FIGURE 15A in order topre-load fastener 194 and its anchor bolts (not shown). The bowed crosspieces 196 in that case exert a springing action upon the anchor boltsin the manner of a lock washer to prevent turning and loosening thereof.

In FIGURES 16 and 16A of the drawings means are provided for driving thefastener components 152", 154", more securely together in certainapplications. Such means in this example are provided by modied fastenercomponents 152", 154" wherein the outer lateral edge slots 197 aretapered inwardly toward the adjacent ends of the associated fastenercomponent. In a preferred form of manufacture, -as better shown inFIGURE 16A, the notches 197 are provided by shearing and bendingupwardly'the adjacent lateral edges of the fastener components toprovide upwardly extending lip portion 199 which are engaged by thedownwardly extending edges 201 of the transverse restraining brackets196.

When assembling the fastener 194 after the fastener components 152, 154lare positioned as described previously, the transverse brackets 106 arelaid upon the fastener 194 substantially as denoted by the solid outlineof the brackets 196 in FIGURE 16. Then each bracket 196 is driven towardthe rail engaging tab 160" as denoted by arrow 203 and the chain outlineposition 205 of the bracket. The cammingengagement of the depending ends201 of each bracket 196 with the upwardly extending angularly disposedlips 197 forcefully urge the fastener components 152", 154" toward oneanother. It will be-understood, of course, that the camming componentsjust described can be applied to appropriate ones of the other forms ofrail fasteners described herein.

In FIGURE 17 of the drawings the fastener 206 is provided with amodified rail engaging components. Thus, the rail engaging tabs of thepreceding figures are each replaced by a pair of upstanding arms 208,210 and a generally U-shaped lug 212. At the assembled position of thefastener 206, the inward arms 210' are spaced suiciently to receive therail ange 42 and a compressed mat 214 of neoprene or other elastomericmaterial.

Each pair of arms 208, 210 are angled toward one another to retain acompressed resilient or elastomeric member 216 and the bight 218 of theretaining lug 212. In

furtherance of this purpose, the bight 218 is trapezoidal in crosssection (or some other keying configuration) so that the resilientmember 216 and the bight 218 can be snapped-in between the inclinedAarrns 208, 210. The legs 220 of the lug 212 can be notched as Shown inFIGURE 17 to provide a complementarily shaped shoes 222 for engaging theadjacent surfaces of the rail flange 42. If desired, the central portion0r the bight 218 can be twisted or displaced counterclockwise as denotedby chain outline 224 thereof so that the resulting unequal displacementsof the resilient member 216 preloads the engagement of the shoes 222against the rail flange 42.

As better shown in FIGURE 18 the U-shaped lug 212 is formed from a shaft226 of keying cross section which is otherwise fitted between arms 208,210 and partially wrapped with resilient member 216. A pair of railflange engaging arms 228 are keyed or otherwise secured to theprojecting ends of the shaft 226. One projecting end 230 of the shaft226 can be engaged by a suitable wrench or other tool for turning theshaft 226 in the counterclock- Wise direction prior to securing the arm228 thereto in order to preload the arm 228 against the rail flange 42.

It will be understood of course that each pair of lug retaining arms208, 210 can be mounted on one associated pair of the previouslydescribed fastener components and held together by the lateralrestraining and keying means of FIGURES 15 and 16 for example.Alternatively, the pairs of arms 208, 210 can be mounted on a singlebase plate as designated by reference numeral 232 in FIGURE 17.

In FIGURE 19 a modified form of the latter described rail fastener isshown. Fastener 234 including components 236, 238 is provided withrelatively deep end notches 240. Each fastener component 236 or 238 isprovided with a pair of lugs 242 and 244 respectively adjacent thelateral edges of the notches 240. The juxtaposed pairs of lugs 242 or244 together engage the end portions of a keying shaft 226' similar tothat shown in FIG- URES 17 and 18. However, a single rail engagingmember 246 is mounted centrally of each shaft 226. The rail fastener 234of FIGURE 19 otherwise functions in the manner described in connectionwith FIGURES 17 and 18. It will be understood of course that instead ofthe composite plate member formed by the fastener components 236, 238, acontinuous or single piece plate member (not shown) can be substituted.

From the foregoing it will be apparent that novel and efficient forms ofrail fasteners have been disclosed herein. These fasteners are capableof electrical isolation, sound and other energy absorption, railpositioning within relatively close toleranes, and suitable adjustmentto provide relatively unvarying or undistored rail surfaces for quietengagement by a railway vehicle. While I have shown and describedcertain presently preferred embodiments of the invention and haveillustrated presently preferred methods of practicing the same, it is tobe distinctly understood that the invention is not limited thereto, butmay be otherwise variously embodied and practiced within the spirit landscope of the invention.

I claim:

1. A rail fastener comprising a pair of elongated complementaryfastening members, each of said members having a rail engaging securancelug, the lugs of said members being apposed at a juxtaposition of saidmembers and said rail one to another so as to secure said railtherebetween with said members protruding transversely on each side ofsaid rail, said members being displaceable relative to one another sothat said lugs can be moved toward and away from one another to engageand disengage said rail therebetween, means securable to each end ofeach of said members for preventing such displacement from saidjuxtaposition whereby said rail is securingly engaged by said lugs, andmeans secured to said last-mentioned means and disposed to engage outersurfaces of said lugs for reinforcing said lugs.

2. The combination according to claim 1 wherein each of said lugs isprovided with a relatively wide-sweeping heel section and a terminalrail engaging portion for resilient securance of said rail.

3. The combination according to claim 1 wherein said displacementpreventing means include a pair of retainer plates flushly engaging saidmembers and extending across the adjacent end portions thereofrespectively, and cooperatively securing means are provided on saidmembers and said retainer plates to prevent said displacement when saidretainer plates are engaged with said members.

4. The combination according to claim 3 wherein said securing meansinclude complementary engageable projections formed respectively on thejuxtaposed edges of said members, and said retainer plates are providedwith projections for closely engaging the outward edges of said membersto maintain said projections in engaged relationship when said membershave been displaced to engage securingly their lugs with said rail.

S. The combination according to claim 3 wherein said retainer plates areprovided with a pair of spaced projections which are elongated in thepath of said displaced movement, said projections being insertable intoclosely fitting openings therefor in said members respectively toprevent said displacement.

6. The combination according to claim 3 wherein said reinforcing meansinclude an edge portion of each of said retainer plates disposed forbearing contact with the adjacent one of said lugs to reinforce theengagement thereof with said rail.

7. The combination according to claim 3 wherein said reinforcing meansinclude a reinforcing lug joined to each of said retainer plates andoverlying at least a portion of the adjacent one of said rail engaginglugs to reinforce the latter.

8. The combination according to claim 3 wherein there is provided aresilient pad member having a complementary conguration relative to thecombined surface areas of said members, said pad being inserted betweenthe adjacent surfaces of said fastener members and of a road bed forsaid rail, said retaining plate being fabricated at least partially froman electrically insulating structural material so that said fastener iselectrically isolated both from said road bed and said anchor means.

9. A rail fastener comprising a pair of complementary fastening members,each of said members having a rail engaging securance lug, the lugs ofsaid members being apposed at a juxtaposed position of said members andsaid rail one to another so as to secure said rail therebetween, saidmembers being displaceable relative to one another so that said lugs canbe moved toward and away from one another to engage and disengage saidrail therebetween, and means securable to each of said members forpreventing such displacement when said rail is securingly engaged bysaid lugs, said displacement preventing means including at least oneretainer plate engaging said members and extending across the adjacentend portions thereof, and cooperative securing means on said members andsaid retainer plate to prevent said displacement when said retainerplate is engaged with said members, the adjacent end portions of saidmembers are spaced from one another and said retainer plate is bowed andslotted for springing engagement with anchor means passed between saidend portions.

10. A rail fastener comprising a pair of complementary fasteningmembers, each of said members having a rail engaging securance lug, thelugs of said members being apposed at a juxtaposed position of saidmembers and said rail one to another so as to secure said railtherebetween, said members being displaceable relative to one another sothat said lugs can be moved toward and away from one another to engageand disengage said rail therebetween, and means securable to each ofsaid members for preventing such displacement when said rail issecuringly engaged by said lugs, each of said lugs includes a portion ofkeying cross section which can be shaped in between suitably positionedarms secured to an associated one of said fastening members.

11. The combination according to claim 10 wherein a pre-loadableresilient member is inserted between said keying cross section and saidarms for preloading the engagement of said lugs with said rail.

12. A rail fastener comprising a pair of complementary fasteningmembers, each of said members having a rail engaging securance lug, thelugs of said members being apposed at a juxtaposed position of saidmembers and said rail one to another so as to secure said railtherebetween, said members being displaceable relative to one another sothat said lugs can be moved toward and away from one another to engageand disengage said rail therebetween, and means securable to each ofsaid members for preventing such displacement when said rail issecuringly engaged by said lugs, said displacement preventing meansincluding at least one retainer plate engaging said members andextending across the adjacent end portions thereof, and cooperativesecuring means on said members and said retainer plate to prevent saiddisplacement when said retainer plate is engaged with said members,cooperative securing means includes camming surfaces formed on saidfastening members and said retainer plate such that movement of saidretainer plate longitudinally of said members forcefully urges saidmembers toward one another.

References Cited UNITED STATES PATENTS 1,029,458 6/1912 Powers 23S-2901,082,826 12/1913 Shane 23S-275 1,136,020 4/1915 Lester 23S-2901,398,385 11/1921 McConoughey 23S-290 1,758,282 5/l930 Gatch 23S-2991,767,647 6/ 1930 Beckman 238-290 2,122,599 6/1939 Austin et al. 23S-283 2,466,283 4/ 1949 Stackhouse 238-275 2,679,980 6/1954 Tilley238--288 ARTHUR L. LA POINT, Primary Examiner RICHARD A. BERTSCH,Assistant Examiner U.S. Cl. X.R. 23S-283, 349

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,476,317 November 4 1969 Harold Gassner It is certified that error appearsin the above identified patent and that said Letters Patent are herebycorrected as shown below:

Column l, line 42, "medication" should read modification line 46,"Railways" should read Railway Column 3, line 65, "same." should readsame, wherein: Column 7, line 13, "structure" should read structuralline 2l, cancel "such", second occurrence. Column 9, line S3, "106"should read 196 line 66 cancel "a" Column l0 line 5l "toleranes" shouldread tolerances Column ll, line 9, "operatively" should read operativeSigned and sealed this 27th day of October 1970.

(SEAL) Attest:

Edward M. Fletcher, Jr. v WILLIAM E. SCHUYLER,

Attesting Officer Commissioner of Patents

